Turbodrive control



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TURBODRIVE CONTROL Original Filed Oct. 16, 1939 a Sheets-Sheet 5 Zhwentor Gttomegs Sept. 26, 1950 H. o. SCHJOLIN TURBODRIVE CONTROL 8 Sheets-Sheet 6 Original Filed Oct. 15, 1939 Snnentor I am; a Jw br P w Clttornegs Sept. 26, 1950 H. o. SCHJOLIN TURBODRIVE CONTROL 8 Sheets-Sheet '7 Original Filed Oct. 16, 1939 UIMI n i: ufl

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'I'URBODRIVE comnoL Original Filed Oct. 16, 1939 a Sheets-sheaf a Snuenlor Patented S'ept. 26, 1950 f 2,523,723 IIURBODRIVE CONTROL 7 Hans'O. Schjolin, Birmingham, Mich.,as signor,

" by mesne assignments,

to General Motors Corporation, Detroit, Mich., a. corporation of Dela- Original application Oct 299,643, now Patent N ober 16, 1939, Serial No. 0. 2,380,677,

dated July 31,

1945."Dividedand this application May21, 1943,Serial No. 487,917

Claims. (Cl. 74 472) The invention relates to; motor vehicles, more particularly of the type in which. the. driver's station may be located-at some distance from the power plant. .It relates specifically to automatic, remotely operatedcontrols for the speed ratio driving mechanism, whereby the vehicle operator retains completemastery of the-mechanism, while permitting certain automatic control functions to be carried on: It relates to interruptive devices ,whereby'the operator may definitely compel forms of operation which would otherwise be self-actuating in the automatic sense; and to'force amplifying means for carrying out both automatic andwmanual control actions, such as is provided by power servo means.

The invention. relates to vehicle power plant installations which afford a rangeof infinitely variable speed ratios for the vehicle drive such as from a fluid torque converter, and alternative direct drive. It further relates to the interlocking of the automatic and manual drive controls in such a way that a minimum of control elements need to be utilized, certain of the control elements having their actions superimposed.

An object of the invention is to provide an auxiliary control of the vehicle engine throttle, effective to expedite the shift interval from infinitely variable speed ratio drive to direct drive, the control being operated by the auxiliary power utilized to actuate the said shaft. An associated object is to provide a throttle restoring action, likewise operated by the auxiliary power shift means. l i y A further object is to provide an interlocking control between the selector for forward and reverse drive, and the automatically operated mechanism, efiective to "place the driving means for the direct and the infinitely variable drive in neutral condition prior to a selection by said selector, a d to afford therein an auxiliary neutral compellin'; means for emergency use. The present apolication is a divisional of my U. S. Serial No. 299,643, filed October 16, 1939 matured as Letters Patent U. S. 2,380,677 on July 31, 1945.

An a"ditional object is to provide a control worked by the engine accelerator pedal effective at beyond full throttle position to actuate the ra-io shift mechanism to establish reduction drive by the infinitely variable driving means,

while rendering the automatic selection of drive ineffective.

Another object is to provide a single actuating means for the plural speed ratio determining means of the driving mechanism, and subject to the automatic and manual controls above referred to. a

The principal object of the invention is to provide an automatically operated, but manually dominated vehicle drive embodying direct and infinitely variable drive means, the controls of which enable the vehicle operator to select the desired-operating conditions through relay mechanisms effective to compel drive actuation by unitary auxiliary power means.

An additional object is to provide a dual clutch drive capable of alternate actuation and of alternate loading by a single loading means, and

adapted to be operated by the unitary auxiliary power means noted above.

Among the objects is tha tof providing a manual control to be preset for" all forward drive, and operated normally thereafter by automatic ratio selection means except for interruption by manual controls which can compel the actuating means to establish speed ratio control regimes other than automatically chosen, and which can compel drive indefinitely in a given speed ratio range.

In the present example, a drive for a large passenger vehicle is shown, with dual friction clutches loaded by a single loading means effective in one of two positions to establish drive in direct between the vehicle engine and the final drive, and effective in the other position to establish an infinitely variable speed ratio range therebetween. The dual clutches are operated by a single air pressure servo piston and cylinder, the master valve therefor'being controlled by electrical circuits, the switches of which are governor, and manually controlled. Auxiliary switches are operated by the engine accelerator pedal, and by the forward-and-reverse gearshift lever, as well as by separate dash control, for purposes to be described herein in full.

- The control system herein taught and the ratio actuation means responding to the controls are believed novel, and of utility in the art of vehicle drive operation.

Figure 1 is a schematic View 0! the invention as pplied to a motor bus, with the power plant arranged transversely at the rear, with the operator's control station located at'the far end 'of the vehicle. I

Figure 2 is a longitudinal section of the primary driving assembly taken in a longitudinal plane of Figure 1.

Figure 3 is a section at 3-3 of Figure 2 showing the details of the dual ,clutch construction thereof.

Figure 4 is a sectional view of the servo actuating mechanism of Figure 1, for the actuation of the dual clutch mechanism.

Figures 5, 6 and 7 show the three operation positions of the device of Figure 4, in conjunction with auxiliary throttle control means.

Figure 8 is a sectional view of the solenoid valve controlling the movement of the structures of Figures 4 to 7 inclusive. 1

Figure 9 is a schematic diagram of a control system for the structure of Figures 4 to 8, operated by governor G, and adapted to exert a reactive effect upon the engine throttle, but arranged to accomplish this act without interfering with the operator's use of the accelerator pedal, by reason of the lost motion connection in the throttle rodding.

Figure 10 is a vertical view, in part section, o1 the mechanism in the drivers compartment for controlling the reverse-forward shift rod H6 of Figure 1, and for compelling the mechanism of Figure 4 to shift to, and remain in neutral position. Figure 11 is a sectional view taken on section line il-Il of Figure 10 showing the means for locking out the motion of the gearlever of Figure 10. Figure 10a is a partial section of a portion of switch S shown in Figure 10.

Figures 12 and 12a illustrate the neutral lock means controlled by the structure of Figure 10 in part, for compelling the Figure 4 construction to shift to, and remain in neutral. Figure 13 is a detail of the construction of certain of the parts of Figure 12.

Figure 14 is a schematic control diagram, similar to that of Figure 9, but showing the arrangement of the control elements of Figures 10 to 13, {gr the neutral shift mechanism above referred Figure 15 is a further schematic control diagram similar to Figures 9 to 14, but representin a modification in which the ooerators accelerator pedal is arranged to compel a downshift from direct to torque converter drive, when the pedal is moved beyond full throttle position.

Figures 16 and 17 are provided to show a specific version of the interlocking controls involving the master selector of drive, manually operated, and the mechanism operated by the drivers accelerator pedal, in determining the drive of the vehicle.

Figure 16 is a perspective view of a forward, neutral and reverse selector arranged to control rodding as shown in Figure 1, and likewise to control a switch directing the energising current for the fluid pressure system actuating the drive of the Figure 2 disclosure through the means described in conjunction with Figures 4 to 9 inclusive.

Figure 17 is a schematic diagram of the control system of the invention as applied to a Diesel-engine-equipped drive. This figure is equivalent to the combination of Figures 14 and 15, but the showing embraces the modification of Figure 16 rather than that of Figure 10, with respect to the manual selector for forward, neutral and reverse.

Figure 17a is a schematic diagram of a further modification of a control system.

The general construction of the drive arrangement of Figure 2 follows that of Figures 2 and 5 of my United States Serial Number 189,596, filed February 9, 1938, matured February 10, 1942 as U. S. 2,272,434, in which two friction clutches C and D are displaced at either end of the transmission, the first for coupling the torque converter T to the engine, and the other for coupling the engine directly to the final drive.

The applicant filed U. S. S. N. 225,860 on August 20, 1938, for which Serial No. 359,747 was re-filed on October 4, 1937 to replace the preceding abandoned application, the replacement case issuing February 8, 1944 as U. 8. 2,341,163. In that patent is shown a rearrangement of the friction clutches C and D, in Figures 6 and '7 thereof, the two friction clutches being grouped together adjacent the engine, with the torque converter T at the far end of the easing, the drive to the vehicle wheels being taken out on the main shaft centerline by right-angle gearing to the final drive shaft 60. This'latter arrangement is similar to that of the present demonstration.

The double-clutch construction is particularly arranged so that only one loading system sumces for both clutches, and further, a unitary mechanical linkage operates both clutches. The invention embodies actuation of this linkage, and thereby, the said clutches, from one single servo piston in a single cylinder. 4

In Figure 1 the drive arrangement is shown as installed in the rear of a passenger bus, the

I primary power plant arranged transversely and the output drive in the fore-and-aft direction of the vehicle connected by a jackshaft to the conventional differential gear and axle drive to the rear wheels.

The primary power plant comprises an engine 1 A, in'the present example of Diesel type, a fluid turbine type of torque converter T used as a variable speed transmission, a clutch C for coupling the turbine to the engine, a clutch D for coupling the engine directly to the final drive; an overrunning device F for disconnecting the turbine from the load shaft, when the clutch D is driving. and a gear assembly R. for connecting the forward and reverse drives from neutral.

The propeller shaft 60 extends forwardly with respect to the vehicle from a point intermediate the engine A and the torque converter T, driving a conventional differential gear. Shaft 60 may be considered a load shaft as conmionly termed in this art. I

Figure 2 shows the engine shaft at I, mounted to rotate shaft 2 carrying clutch plate assembly 64 on splined hub 63 and to rotate hollow shaft 9 carrying clutchplate 66 assembly on splined hub 65.

Hollow output shaft 9 supports splined bevel gear l2 constantly meshed with bevel gear l4 affixed to, or integral with jackshaft 60 mounted on bearings I! in casing 20. Sleeve [5 concentric with shaft 9 is mounted to rotate about shaft 2 and has splined gear l6, roller clutch member i8 afiixed thereto, and the rightward end is integral with turbine element 30, the output member of the converter unit T.

Roller clutch member 21 has external splines 2la aligning with teeth 24 and 23 of drum 9a which is a continuation of shaft 9. Slider 25 is internally splined at 22 to mesh with teeth Hz; and teeth 24, and externally toothed at 26. When is driven =by-gear l6; reverse 'idlerand gear 21 from the turbine T, but gear 28 cannot transmit the power untilslider couplesg'ear'28 with teeth 23 of drum 9a when drive is in reverse. with slider. 25 placed as shown in'FigureZ, the

. drive is inforward, as far as'gear'assembly R is concerned. The torquethenpasses throughfthe turbine Tto shaft l5, rollerclutch members It, 2|, slider 25, teeth 22-4 andsleeve 8. The word "couples is used above in the 'commonmechanical sense of connecting. i

To shaft 2' is splined the turbine impeller 40,

supported by hearing 9|. Theturbine casing 20a has attached reaction blading 50a and 50b. Rotation of the impeller 40 causes the enclosed fluid to move outward from the shaftcenter and flow in a helicoidal .path about the feye" of the turbine.

Rotor has attached to it ring of blades 3| and 3m, the first receiving kinetic energy from impeller the second from the reaction effect l of blades a. A second stage provides an increment of power from reaction blades 50b to rotor 30. Special forms of turbine construction are not involved in this invention. The device T described herewith provides rotation of rotor 30 at varying speeds with torque multiplication, with reference to power supplied shaft 2. Such devices are well known in the art.

Infinitely variable speed ratios are thus provided between the shafts l' and when the clutch C is engaged. Clutch F can permit the vehicle to freewheel at such time.

When clutch D engaged, the drive is transmitted from the engine to shaft 60 at the fixed ratio of gears Il -I4, which may be a reduction, overdrive or one-to-one. ratio. V With clutch C disengaged, shafts 2 and I5, and turbine elements 30, 40, come to rest, roller clutch F permitting shaft 9 to overrun shaft IS, the rollers of roller clutch F idling. v

It is not deemed necessary to show the details of construction of roller clutch F, since its function of permittingshaft 9 and drum to overrun shaft I 5 hasbeen clearly stated.

. When slider 25 is in mid-position, teeth 24 are demeshed from teeth 22 of member 2|, but partial mesh with drum teeth 23 is had, so that slider 25 fully releases roller clutch F when the external controls place it, in reverse drive control position. The slider is moved by fork H3 from shaft H2 and-lever III of Figure 1.

' Inthe arrangement of Figures 2 and 3, only one servo cylinder assembly is needed to perform the work of shifting the drive between the torque converter and direct drive clutches.

The engine A is at the left, connected to the flange of shaft I, and flywheel la. The torque converter clutch C and the direct drive clutch D are grouped together at the left, and controlled by a single operating means, mounted on casing 20. This construction provides the installation of the converter unit T in a sealed housing, which fr clutch hub 'tlattached clutchdisc as ha in facings-iiar. w v

Slmft army ma bevel as n mesri'ec with I bevel gear ll attached'toshafflifl either-through clutchndlrectlydriven byth 'enginemr through clutchc and the torque converter T.

The clutch l operating mechanism 'provides' jalmate grlpiping of either or clut'chdiscsiil or 6 to shaft I, coupling shafts 2 or 9 to the engine respectively. f.

Fittings ilafbolted to'flywhfeel m at 51c asin Figure '3 are arranged to restrain the edges of compounddisc spring", the'inneredges of which may be shifted to the right or. left bymovernent of bearing H and sleeve 12 longitudinally through ccc'ent'ric'yoke l3 moved by linkage external to the clutch compartment. I

The shift force applied "to disc spring" has fulcrum points at studs 61 and members 61a. The presser plate 62 carries studsfli passing through apertures 78 in the disc spring 0, the studs carrying, fulcrum ring Tl. A fulcrum, portion 62aof presser :plate'62 affords bearing opposite the fulcrum point of ring 11. v

When bearingmember II is moved to the left by yoke 13. the disc spring It! exerts a pullon plate 'Gl through studs 61, against presser plate 62, thereby clamping clutch disc tt for solidrotation with the flywheel llnfor establishing. direct drive.

When collar 12 and yoke 13 are shifted to the right, the fulcrum ll- 62a reverses theforce on studs 61 and the effort is transmitted through fittings 61a to clamp the clutch disc 64' between presser. plate GI and flywheel la.

This disengages clutch D and couples the disc 64 of clutch C to the engine, establishing drive through turbine device T between the engine and shaft 9. J a

Thes'imple rocking of lever 8| attached to eccentricshaft 80 sufl'ices to, shift back and forth between converter and direct drive, the shaft-B0 shifting yoke 13 and bearing H l The disc spring assembly and the operating niechanism rotate with the flywheel la, as will be understood from inspection of Figure 3. The longitudinal motion applied through yoke "I3 and bearing ll attached to collar 12, shifts the disc spring Ill through center, to loadingcondition on either side of center, and when the eccentric 80 is moved by lever 8| to mid-position, the disc spring 10 is held on center-grind both clutches C and D are disengaged;

As viewed in Figure 2, it will be seen that since yoke 13 and bearing H are in right-hand position for engaging converter clutch 64 and in left-hand position for engaging direct drive clutch 66, the eccentric 80 and external controls are required to be related about the center of motion of the cocentric 80 so that the latter is on center at midposition. Further, lever 8| has to rock toward the eye of the observer in Figure 2, to put the yoke 13 and bearing II in left-hand position, and away from the eye to shift them to right-hand position.

Since, in the present construction, it is desirable that the actuation system for the clutches be biased normally for converter drive, i. e., with clutch C engaged, the normal position for lever 8| will be away from the eye of the observer, and the eccentric 80 will be rocked to hold the yoke 13 and bearing II in the right-hand position, for engaging clutch C.

This is shown in Figure 4, with eccentric 80 7 shown rocked to the right, and servo biasin spring I02 in fully extended position.

The clutch actuation lever 8| afilxed to eccentric shaft 30, outside the casing 20, occupies three control positions, one for the establishing of converter drive, a mid-position-for neutral, and an opposite position for direct drive, in accordance with the designated positions in Figure 4 for the eccentric 00.

Further in this specification will be disclosed a method of stopping the lever 8I indefinitely in the mid, or neutral position for full clutch release. I

Lever BI is pivoted to piston rod I at yoke IOI, the piston I03 sliding in cylinder I mountdirect drive clutch D and release the converter the action of spring I02, the uncovering of port I09 by the piston I 03 causes the piston movement to dwell, until the pressure in the expansion chamber H0 is equal to that behind the piston I03 and in pipe I01. The release of pressure in pipe I01 permits spring I02 to shift the piston I03 downward, but during this shift, the dwell effect of the expansion chamber is not needed, and is therefore not provided.

As described to this point, the dwell eifect at the mid-point of the piston stroke, when pressure is being admitted to pipe I01, is momentary, that is, until the pressure in chamber H0 is equalized, whereupon piston I03 resumes its upward travel, as in Figure 7. On the return stroke, under the force of spring I02 and piston I03, the cut-off action of the edge of the piston at port I09 is such that no appreciable dwell occurs. In passing from direct to converter drive, the cushion drive effect of the fluid turbine is available for torque shock absorption, hence no dwell in clutch shifting is needed.

Figures 5, 6 and '1 show the three operating conditions of the Figure 4 construction in connection with the master valve described in Figure 8.

The air pressure from the main servo pipe I24 controlled by master valve V is delivered to pipe I01 and cylinder I05 whenever the valve is open, that is, whenever it connects the reservoir with line I24. I

This air pressure is also delivered to port 96 of cylinder 92, in order to move the engine throttle from an open position toward engine idling position. Cylinder 92 mounted conveniently on the vehicle, with respect to the engine throttle control, contains piston 93, and rod 94, linked to the engine throttle control mechanism. Whenever air pressure exists in line I24, the piston 93 is pressed against the action of spring 95, except when the condition of Figure '7 is met, when line pressure from I24 is exerted on both sides of piston 93, permitting spring 95 to shift piston 93 and rod 94 to the right, as in Figure 7.

Port 91 and pipe 90 connect cylinder I05 with cylinder 92 at the opposite end of cylinder 92,

so that under the Figure 7 condition, there is equal pressure on bothsides of piston 93. When this occurs, the spring 95 holds piston 93 at the full end of the stroke, as shown in Figure 'I, so

that the throttle pedal action is not interfered with. l

The magnet valve V shown in Figure 8 is the master controlling valve for the clutch servo system of Figures 5, v 6 and 7. 'It is connected through pipe I20 to a reservoir of air pressure (not shown), supplied by a conventional automatic pump common in buses and transport vehicles today. The outlet pipe I24 from valve V feeds cylinders I05 and 92, of Figures 5 to '7, and the valve exhaust to atmosphere is shown at I34.

Valve casing 90 encloses sliding valve stem I26 in bore I26a drilled out centrally in coil sleeve I32, and cross ported at I33 to register with exhaust port I34 leading to pipe I34a; an air valve I42 is arranged to seat in member I44 at I44a, to seal oif passage of air pressure chamber I2I connected to inlet pipe I20.

Cylindrical ring I3I embodying seat MI is set in the casing 90 and separates the servo outlet chamber I2Ia from the exhaust space about the upper portion of valve stem I25.

The stem of valve I26 projects upward into the recess of solenoid coil I35 acting as an armature for moving the valve when current is furnished from external circuits to be described. Spring I43 rests under the air valve I42 tending to hold it firm on the seat of plate I44, sealing oil chamber I3I from chamber I2Ia. I

When current is supplied to coil I35, the armature portion I26 is drawn down by the fiux field generated, shifting the valve I42 against the tension of spring I43, causing a seal at I4I, preventing atmospheric leakage to port I34; the lower valve I42 is unseated by the abutment of valve I26, admitting compressed air from line I20 and chamber I2I to space I2Ia and outlet pipe I24.

While current flows in coil I35, the air reservoir is constantly connected to servo feed pipe I24, and cylinders 92 and I05. When the circuit is broken, the magnetic-flux field collapses in coil 35, and spring I43 shifts I42 and I26 upward, sealing off the compressed air supply from the cylinders 92 and I05.

The principal effect of current flowing in valve coil I35 is then to admit air to servo cylinder I05,

3 to actuate the direct drive clutch, and when the external circuit is broken, spring I43 shifts the valving I42-I26 to exhaust position, permitting spring of Figures 4 to 7, to actuate the converter clutch C.

The diagram of Figure 9 shows the servo device of Figures 4 to 'l, the magnet valve of Figure 8, and the connection of a centrifugal governor G in the control circuit of the valve V, supplying battery current when the governor reaches a predetermined speed.

Figure 9 is a schematic diagram of a fiyball governor G driven from gear 60a of shaft 60 of Figure 2, by gear 45 on governor shaft 45a. The battery current is led to central electrode 43, slidable into and out of contact with fixed electrode 42, with increase and decrease of applied speed.

Assuming the vehicle to be driven by the ture bine drive, battery current being led to governor contact sleeve 43, the latter makes contact with switch 42, at a given governor speed and through dash switch S is delivered to coil I35 of valve V. When this circuit is completed, the master valve delivers air pressure to cylinders 92 and I05, the

. clutch assuming the vehicle torque.

aoaanes engine throttle lever 35 is moved to idling position and the servo cylinder pressure moves piston I03 upward, rocking clutch actuating lever 8| upward, engaging clutch Dof Figure 2, and re leasing clutch C. Throttle lever 35 is pivoted to rod 94 at 35c. h

when the piston I03 uncovers port I09, air pressure passes from cylinder I to line 93, and to the opposite end of cylinder 92, whereupon spring 95 returns piston 93 and throttle connected rod 94- downward, so that the normal operator 'control of throttle 35 by rod 94 from'the accelerator pedal (not shown) is restored. I

In order to prevent. the above-described auto: matic throttle-control action from reacting upon the foot pedal of the operator, a lost motion connection is utilized between accelerator rod 3I and rod 94.

Thisconsi'sts of rod 94 attached to piston 33,

housed in cylinder 32 attached to accelerator pedal rod 3 I, the balanced springs 34 always tending to center the cylinder 32 and piston 33 as shown in Figure 9. t

The governor assembly G is driven at gear 45 by a connection from the drive of the vehicle,

such as gear 60a of jackshaft 60, the gear shaft 45a carrying the conventional centrifugal weights linked to contact member 43. When centrifugal force falls off due to low speed of shaft 60, the

governor return spring 45 breaks the circuit at 42-43, the valve V is returned to exhaust position so that the air pressure in'cylinder I05 is exhausted, and the clutch D is disengaged by spring I02, which thereupon engages clutch C, establishing drive in the torque converter.

This is a simple speed responsive control for the change of speed ratio. The dash switch provides the operator with means to energise and de-energise the governor control circuit of Figure 9. l

The preceding described organization of Figure 9 and the apparatus controlled thereby provides an automatic control means for thetransfer of drive between the torque converter and the direct drive afforded by clutch D of Figure 2, with interlocking means to compel-the sequences for shifting a positive jaw clutch located inthe direct drive position, such as described in my United States Serial Number 189,596 now U. S. 2,272,434 aforesaid, or the double friction clutch of the Figure 2 showing herein. The above-described automatic control upon the engine throttle provides means to expedite the shift interval, and to reduce the differential of torque at the In starting the drive control description herein, it is assumed that the vehicle is standing still, the engine idling, with the manually operated shift mechanism of, Figures 2 and 10 positioned for neutral or no drive.

Under these circumstances slider of Figure 2 is placed so that any residual torque on shaft I5 is not transmitted to shaft 9. The operator may warm up his engine by manipulation l of the .accelerator pedal, and while clutch C of Figures 1 and 2 is loaded for engagement by spring I02 of Figure 4 acting on lever 8|, no torque is transmitted to output shaft 90, although the turbine impeller is being rotated by clutch C.

The shifting of the. operator's control lever I45 of Figure 10 to "forward reciprocates rod IIB of Figure l and slider 25 of Figure 2 couples sleeve 2| to drum 9a of shaft 9. This shift is ordinarily done with the engine idling, so that the impeller 40 of the turbineT is incapable of delivering buta light 10 drag torque since the centrifugal fluid eflectis at a minimum at low speed.

Advancing the accelerator pedal to open the engine throttle speeds up the impeller 40 and because of the well-known effect of circulation of fluid in turbine T, the output member 30 is caused to rotate with increased speed as the engine speed is raised by the operator. Since slider 25 couples elements 2I and 9a, the rolier clutch F between elements 2| and I8 is capable of transmitting, torque'during the interval when shaft I5 'connected to the turbine output is coupled to shaft 9 coupled to the final drive shaft 90. If the opdisengaged position, and clutch D to engaged position. At the'instant of shift transition when .cluteh C is becoming disengaged, the engine is rotating faster than direct drive shaft 9, and being relieved of torque by the opening of clutch C would tend to race,putting a high differential oftorque on the friction facings of clutch D. To

' obviate this, the engine throttle is momentarily closed by the structure described in connection with Figures 4 to 7 inclusive, and shown in external view in Figure 9. The admission of air pressure to line I24 not only tends to raise piston I03 toward declutching of clutch C and clutching of clutch D, but also. gives full stroke to piston 93 against the force of spring 95 as indicated in Figure 6, rocking throttle leverj35 of Figure 9 toward closed position. However, as soon as the piston I03 uncovers port I09, to admit the air pressure of line I0'I to the upperside of piston 93 of the auxiliary throttle control system, the air pressure on both sides of piston 93 is the same, and spring 95 may therefore return the throttle mechanism to its former position.

This arrangement thereby provides a momentary throttle closing action which reduces the torque differential to be absorbed on clutch D as that clutch is assuming the drive of the vehicle. It should be noted 'that'the normal control of the engine throttle arm 35 is obtained by the conventional pedal connected to red 3I, and that the operator, at the interval ofshift, may be endeavoring to hold a given engine throttle settingby ordinary manipulation of the accelerator pedal. The taking over by the governor controlled mechanism of Figures 9 and 4 to '7, of the throttle control, momentarily removes from the operators pedal foot, the normal throttle response action. The admission of air pressure to line I24"bysolenoid valve I35 takes the normal throttle control away from the drivers accelthe lost-motion device 3I32-334 of Figure 9 is furnished, the yielding springs 34 permitting 11 the automatic action without a pronounced varying of the feel of the accelerator pedal under the operator's foot to any noticeable degree. The

head end of rod '94 between'the spring 34 may move a limiteddistance, without changing the effective pressure of the accelerator pedal against the operator's foot.

As far as Figure 9 is concerned, the maintaining ofspeed of the vehicle atabove the critical shift-over speed for which the governor G is designed, holds contacts 40-42 .of Figure 9 togather, so that the drive is maintained in direct by clutch D, while the torque converter T stops, because clutch C is disconnected.

Upon the falling on in speed of the governor G, the contact 43 movesv awayfrom contact 42, breaking the circuit through the solenoid valve I35, and as described in connection with Figure 8, spring I43 a'cts'to sealoif the compressed air supply and shift the valving III-I26 to exhaust position, venting the pressure in cylinder I05. so that spring I02 .of piston I03 rocks the assembly 'of Figures 4 to '7 inclusive attached thereto to the position shown in Figure 5. This declutches clutch D and causes clutching of clutch C which connects the drive through torque converter T once more.

Since air pressure is simultaneously relieved in cylinder I05 and cylinder 92, the only possibility of air pressure eifect on the throttle control wouldbe the trapping of air at a greater pressure in cylinder 92 above piston 98 during the interval when piston I03 was blocking port I09, but since such pressure is only effective to work with spring 95, the throttle control apparatus is not thereby capable of closing the throttle or of interfering with the normal throttle action.

Switch s is always available to the operator for relieving the air pressure under piston I03, and compelling the shift of drive to clutch C, so that in an emergency when, converter drive is desired, the operator may always put in the multiplied torque regime of drive. In driving through heavy city trafflc, this control enables the driver to drive continuously through the turbine, for frequent stop runs, avoiding wear on the shift mechanism and obviating any shift dwell action in maneuvering the vehicle.

For understanding of the-forward and reverse shift mechanism, it is necessary to trace from and 11. I

Slider has been described as setting up one of the two trains for forward or, reverse, by coupling the turbine shaft I5 to .shaft 9 through roller clutch F, or through gears I5, 21, 28, 23, in connection with Figure 2. V g Y Y In Figure 1 is shown lever III attached to shaft I I2 projecting from casing 20. Inside the gearbox, in dashed lines, is the forked lever connection to slider 25, shown in Figure 2.at I I3.

Transverse rod II4 pivoted to lever ,III' is attached to bellcrank H5 pivoted on the vehicle frame, and longitudinal rod II5 from bellcrank H5 forward is connected to gear lever assembly I45 of Figure 10.

, As shown in Figure 1, lever III is in neutral position. When it is rocked about shaft II2 to the left, the slider fork II! of slider 25 of Figure 2 is shifted to the right, for forward drive.-

Rod 4 is therefore in tension due to a rearward force applied to red II6 from the lever linkage in the driver's compartment, vwhich upon inspection of-Figure 10, is understood to resuit from a clockwise rockin of gearlever, as-

A Figure 2 to Figure 1, and to refer to Figures 10 sembly I for "forward" selection. as marked. Rocking of I45 in the opposite direction exerts a pull on rod I I5, a compression force on transverse rod II4 of Figure 1, and a clockwise rocking of ever III and shaft III, for shifting slider 25 of gure 2 to the left for coupling gear 28 with teeth 25 of drum 9a, for reverse drive.

Figure 10 shown gearlever assembly pivoted on the vehicle floorboard frame at I48, having extension lever I48 integral therewith, pivoted to transverse rod IIB. Rod I45b occupies a central hole in the lever I45, and is integral with sleeve I41 and the extension to shifter ball I450. Foreand-aft motion of lever I45 shifts rod IIGin the same plane, The lower end of rod l45b abuts the pad I55 of-lever I50, pivoted beneath the floor, the lever I operating switch S when ,the ball I45a is depressed against the action of spring I shrouded in sleeve I41.

The switch S connects leads I10 and "0a to operate the neutral-compelling mechanism of Figures 12 to 14. It is also intended to be placed in the battery circuit of Figure 9 in series with solenoid I35 and in parallel with switch S and governor contact 42, for operation when changing gears, to avoid inertia drag of the transmission by shifting and locking the clutch lever in mid-position.

As shown in Figure 10 a hairpin spring I46a normally separates the switch contacts, but rocking of levers I50, I46 by downward movement of shaft I45b, rocks the movable contact to con-,- nect leads I10 and H011, to energise solenoid I35 as suggested by the dashed line of Figure 14, or for energising both solenoids I35 and I of Figure 14. Y

A view partly in section of switch S i given in Figure 10a. The casing I460 by which the switch is attached to the underside of the vehicle floorboard is made of heavy insulation material, and carries cross shaft H611 to which is attached movable contact; |45e mating with fixed contact I46 wired to external lead I10. A pigtail connection connects the contact arm of I45e to external lead "041. Hairpin spring I46a is coiled around a narrowed projecting portion of shaft I46d adjacent the head of attached arm I45, its upper leg being snap fitted into a small hole in the casing and its lower leg resting against lever I46, so that its tension tends to rock the contacts Be and I46," apart. The forked end of lever I45 coacts with the intersecting pin of arm I50 in a past-center motion, as rod I46b depresses seat I53 to rock lever I 50 clockwise. This is a common form of non-grounded single-pole switch, and may take a number of different forms for executing the designated action.

Switch S operates the neutral-compelling mechanism described further in connection with Figures 12 to 14, through lever I45 pivoted to lever I50. When ball l45a is depressed the switch is made active, that is, it connects leads I10 and H011, and when the ball is released,

spring I55 and hairpin spring I46a return the.

mechanism to the position shown in Figure 10. The sectional view of Figure 11 shows lever I50 movable with the rocking shifter motion of rod II5. On the inner face of lever I49 is welded guide key I5I. Pad I53 of lever I50 moves in an arc to intersect key I5I, and notches I54F, I54N and I54R respectively are the positions occupied by the tongue of the key I5I when the hand asaa'res through these positions until gearshift ball "a and rod 'I45bare depressed sufficiently to swing lever -I50 and the notches of pad, I53 clearof the key I5l.

When the new shift is accomplished, the springs I55 and 146a return the rod l45b and notches to locking position. 7 This interlock is to prevent accidental movement of gearlever I45 without the deliberate action by the operator, of depressing the gearshift ball I45a, so that key I5l can be swung out of theway. Switch S as de-' scribed above, is intended to be placed in the battery circuit of Figure 9, in series with the solenoid I and in parallel with switch S and governorcontact 42, so that when changing gear in the forward-and-rev e gearbox, the drag of the turbine may be relieved and the inertias at the point of mechanical shift may be of low values.

On the movement of \the gearshift handle to any of the three positions, the ball Ia and rod I456 are depressed against the action of spring I55, and lever I is rockedQmoving switch S and energising electrical circuit-to solenoid valve V of Figure 8. This admits air pressure to servo cylinder I05 of Figure 5, andshifts the clutch lever 8| as if direct drive were going to be established through clutch D.

At this point the system such as shown in Figure 14, may also become effective since, when the handlever operated switchS is engaged, a

second solenoid is energised to lock and hold the piston rod I00 so that the clutch actuation lever BI is stopped in mid-position as will be explained in detail further in connection with Figures 14 and 17.

Figures 12 to 14 illustrate a holding mechanism for latching the control mechanism for the clutches C and D in neutral position, with the circuit therefor being shown in Figure 14, and noted schematically in Figure 17. Figures 12 and 12a show solenoid coil I60, having armature I6I extended in fork I62, to intersect the motion of piston rod I00, of servo piston I03 of Figure 9, arranged to operate clutch actuating lever 8|. The rod I00 has two diameters, meeting at shoulder I63. Figure 12 is a vertical cross section of the lock mechanism operated by the solenoid I60, the abutment plate I65 being conveniently bolted to the casing 20 adjacent the cylinder I05 and rod I00, and affording a mounting for the solenoid I 60.

The plate I65 is centrally apertured for free passage of the piston rod I00, and flaps I65a are slotted and turned from the plate I65 as shown. to act as guides for the fork I62. The fork I62 has a smaller and a larger aperture, so that when the solenoid I is energised, the fork will shift to the right, the smaller aperture intersecting the path of shoulder I63 of rod I00. I

As the air pressure shifts the rod I00 toward direct drive position, the shoulder I63 meets fork I62, which is supported by plate I preventing the iurther travel of piston toward direct drive position. I V

This is the neutral position of rod I00, and consequently lever I, both clutches D and C of Figure 2 being disengaged.

When the current to solenoid I60 is cut oil, return springs I66 fastened to the plate I65 and to pins I661: in fork I62, shift the armature I6Iv and fork I62 to the left, the release of air pressure by valve V releasing the binding force on shoulder I63 of rod I00, so that 'servo piston return spring I02 of Figure 9 is effective to re- The handlever operated circuit is shown in Figure 14. Switch 8*, shown in Figure 10 as being operated by lever I50, rod I45!) and ball I45a, is connected by lead I10 to the battery, in es with the circuit'through solenoid coil I35 0 master valve V described in detail in Figure 8.

This circuit is independent from that operated by the governor of Figure 9. Since the handlever I45 will not normally be operated when the governor G would be at a speed sufllcient to energise the circuit through contacts 42 and 43,

there is no interference between the automatic and hand controls.

When the handiever of Figure 10 is in any one of the reverse, forward, or neutral positions, the circuit to switch S is inactive.

To facilitate understanding of the compounded circuit arrangement, Figure 14 shows the circuit of Figure 9 superimposed thereon in dashed lines. a

Figure 15 presents the schematic arrangement of the controls, with particular respect to the overruling control by the operator's accelerator pedal of downshift from direct drive, the control intercepting the circuit from governor G to magnet valve of Figure 8 controlling the air pressure to cylinder I05 of Figure 9, for example.

At the left of the figure, accelerator pedal 6 and lever 250 are pivoted to the floor of the driver's compartmentand lever 250 is pivoted to bellcrank I56, mounted beneath the floor. Belicrank I56 is pivoted to throttle rod 3| which operates throttle lever 35, similarly to the construction of Figure 9.

The remainder of the system is the same as in Figure 9 except for the connections to the solenoid I35 of valve V. The lead wire from governor contact 42 instead of passing through dash switch S directly to the solenoid contact, in Figure 15, is carried forward to switch S of common construction, mounted under the vehicle floorboard.

Switch S has one contact point for lead wire "I from 42 and S and another for lead wire I12 to the solenoid I35 of valve V. Switch S always connects leads "I and I12 together, so that under normal operation, the driver of the vehicle with Figure 9 equipment would know no difference between it and that of Figure 15.

I At beyond full throttle position of accelerator pedal 8, it encounters button I61, mounted in a floorboard fitting, loaded to occupy a normal upward position by spring I68, the rod I61a of button being pivoted to switch lever I63 of switch S3.

When the pedal 8 is depressed so as to stress spring I68, the operators foot onthe accelerator pedal feelsthe added resistance of the spring, to that of the normal throttle closing spring I51. Now if the operator so desire, the pedal 8 is pressed still further, until button rod I61a rocks lever I69 far enough to operateswitch S and break the circuit between leads III and I12.

This interrupts the current from contacts 42-43 to solenoid I35 of valveV, the valve immediately shifting to air pressure release posi-- tion, as has been explained above, releasing clutch D and engaging clutch C, through the mechanism of Figures 4 to 7. a

While the operator holds button depressed and switch S disconnected, the governor G is incapable of putting in direct drive through clutch D, and the drive of the engine is transmitted at full engine throttle through clutch C and the turn the mechanism to converter drive position. converter '1 to the vehicle wheels.

In operating the vehicle on heavy gradients, this provides maximum engine power at a net speed ratio reduction, or with mechanical advantage, since the turbine yields these results.

Should the operator move the throttle toward closing so that the switch Sresets itself to restore the I'II-I'|2 circuit, the current is restored through contacts 42-43, unless the vehicle speed has fallen off below the speed at which the governor G canhold these latter contacts engaged. The governor assumes immediate charge of the drive, however, as soon as the switch S restores the circuit to solenoid I35 of valve V.

Switch S is'of the same type as switch 8*, except the latter is biased by a hairpin spring to circuit disconnection position, whereas S is biased .by spring I68 to circuit connection position. These switches are of common type, it being deemed unnecessary to show the internal construction thereof.

Switch S is a commontwo-position device mounted conveniently on the vehicle dash and may be used to eliminate the governor action entirely, and compel continuous drive through clutch C and the torque converter T. This enables the bus operators in crowded trafllc to make frequent stops without being concerned with getting into direct drive, since all that is required is to place the switch in the ofP position, removing all battery current from any of the lead circuits to the relay and actuation means, so that magnet valve V is unable to admit air pressure to actuate the direct drive shift, and clutch C will remain engaged, causing turbine T to drive.

In order to facilitate the maneuvering of the remote control manual shift for forward, neutral and reverse, the present invention shows alternate means to those shown preceding in connection with Figures 10 to 14, to put the friction clutches C and D in disengaged position simultaneously.

This is accomplished through the control ar-.

' cent the vehicle driver's position. The shaft may rock freely with lever, 245 in the fore and aft plane, and the fitting 248 is articulated so as to permit a small movement laterally of shaft 245. I

The face of casing 241 is slotted at 249 in E- formation, the slot guiding the lever 245. The upper lateral tongue of the E is the forward driving position of the lever, the central tongue for neutral and the lower tongue for reverse.

The casing 24'! supports switch 3* mounted adjacent the portion of lever 245 inside the casing, and preloaded spring 25I resting against the near face of the switchbox and fitted in a notch 245a of the lever, biases the lever toward the right, or tongue positions of the slot, away from the portion which permits free fore-and-aft movement. Normally, then, the lever occupies a rightward position, loaded by the spring 25I,

to remain in one of the three tongues of the slot.

free portion of slot 249, that is, toward the left,

the striker pin 252 is pressed into the switch casing, actuating the contacts of switch S, and

16 is clamp-fitted l thereby energislng circuit ITO-"0a, which as has been previously described in connection with the diagram of Figure 14, and also to coil I35 of magnet valve V.

This results in admission of air to thecylinder I05 through line I24, shifting it against the compression of spring I02, while the fork stop I52 of Figure 14 is preset to lock the rod I00.

Thus when the gearlever 245 is moved sideways to the left of the notch 249, the switch 8 is tripped, energising the solenoid I and setting the lock bar I62, so that the piston I03 of cylinder I05 is halted in mid-position by the construction described in Figures 12 to 14.

- The magnet valve V at the same time has admitted compressed air to cylinder I05 against the return spring I02 moving the piston I03 to mid-position as described above.

When the sidewise motion of the gearlever 245 is completed, the lever is then shiftable freely in either of the forward or reverse directions, to manipulate the 'rodding of Figure l and. the shifter fork II3 of Figure 2 as described in connection with those figures; since the torque drag of the idling engine is completely removed. The halting of rod I00 in mid-position disengages both clutches C and D as described preceding. I

The magnet valve V maintains air pressure to hold the stop I63 of rod I00 against plate I65 of Figure 12, until the operator places the lever 245 in one of the three tongue positions of forward, neutral or reverse, because the striker pin 252 cannot release switch S andbreak the IIIl-Il0a circuit while the lever is in the free portion of slot 249, by virtue of the lateral spacing dimensions.

In the diagram of Figure 17, the structure of Figure 16 is shown schematically, the switch S being shown connected to wires I10 and Il0a, which by reference to Figure 14, will indicate that the arrangement works approximately the same as shown in Figures 10 and 14.

The control arrangement, however, is shown as applied to a Diesel power plant installation. Accelerator pedal 8, lever 259, bellcrank I56, rod 3|, lost motion connection 32-33-34 and rod 94 are the same as in Figure 15.

The accelerator pedal overruling arrangement of Figure 15 is left out of Figure 17 for the sake of clarity, although it may be superimposed thereon in thesame manner that the disclosures of Figures 14 and 15 may be combined, as noted herein.

Rod 94 in Figure 17 is connected to a threearmed bellcrank 255, one work arm being linked to Diesel engine injector rack 25! through rod 256, the rack arm increasing the injector fuel increment as pedal 8 is depressed, return spring 255 conveniently moving the pedal toward throttle-closing position in the conventional manner. A second work arm of bellcrank 255 is joined to red 94' attached to piston 93 of the throttle closing mechanism previously described.

The remainder of the elements shown operate Exactly as previously described in this specificaion.

The forward, neutral, reverse control for compelling full release of engine torque when shifting slider 25 of Figure 2, has been described above. This serves the very useful purpose of freeing the driving mechanism for the mechanical meshing and demeshing of slider 25, and is deemed an important contribution.

1 Gearlever 245 of Figure 17 is shown loaded a minimum.

acaaves by biasing spring m, the view being taken as It should be noted that this neutral-compelling circuit is only carryingcurrent when the lever 245 is in transit between the positions of forward, neutral and reverse, so that current consumption for this portion of the invention is at.-

The-lever'25li is attached to shaft! and is pivoted to the mechanical shifter system similarly to lever 9-0! Figure 10.

It was stated above that in the demonstration of Fig. 17, the accelerator pedal overruling arrangement for providing operator overcontrol' of the governor drive selection action, was omitted. for 'the sake of clarity. In order to avoid any misunderstanding on this point, Fig. 17a is provided, wherein the pedal overrule switch S4 is shown placed in .the circuit I1 I, I12 so that while the governorv G may normally cause the clutch servo mechanism to connect either direct or converter drive, the opening of pedal switch S4 at substantial full throttle position, may disconnect the lead I1 I from lead I12 and enforce downshift to converter drive by disconnection-of coil 135 from thelivecurrent of leads I10.

The members of the elements in Fig. 17a cor-- respond to those of the same elements in Figs. and 17.

Operation .piston biasing spring Hi2 is holding in the converter clutch C, but the converter T has then only idling rotation insuflicient to cause forward drive of the vehicle.

The operator in movinglever I45 of Figure. 10 must depress the ball I450. in order to clear key clutch 0. During this shift interval, the engine throttle is momentarily moved toward closed position and restored to normal operator-pedal control by the action of the mechanism 92-93-94- 2: eidescribed above in connectionwith Figures 5 This latter feature shortens the slipintervalfor the direct drive clutch 'D, lengthening the effective life of the clutch, as well as speeding up the transition to direct drive..

When' the vehicle speed drops below that for which thegovernor weight and spring efiects maintain contacts 42-43, together, the circuit through magnet valve V of Figure 8 is broken,

r the air pressure in cylinder Illi and expansion chamber I10 exhausting through pipe I34a. This releases clutch D and causes clutch C to be engaged. -0n the return stroke of piston I03" of Figures 4 to 7, when port 91 is sealed, the air pressure trapped in line 98 and the outer end of cylinder 92 is higher than the diminishing pressure in: cylinder I05 and line I24, therefore no undesirable change of engine throttle is created by pressure on piston 93 from these latter air spaces, on the downshift.

I The forward and reverse shift system has been described above.

The neutral stop action for clutches C and D has been described in detail in connection with Figures 11 to 14 inclusive.

Upon shifting to reverse from neutral, it is again necessary for the operator to depress gearlever ball I45 against the action of spring I55, and operate the neutral stop system of Figure 14. This assures a quick, easy, and quiet mesh of 5 slider 25 with gear 28 and teeth 23 of drum 9a of I5I from the notch I54N of pad I53 of lever I50,

which operates switch S shifting the servo pistonrod I00 and clutch actuating lever 8| to midposition, holding fork.'|3 of the clutch spring III on center. action declutches the turbine clutch C and holds direct drive clutch D disengaged. ,Since these responses occur before gearlever I can be rocked atall, the inertias of the rotating parts are-low, and slider 25 couples shaft 9 to roller clutch ring 2I of Figure 2 readily.

From here on the operator need not'touch the explained above.

Figure 2, by reducing the inertias as aforesaid.

It should be noted thatin shifting out of both forward "and reverse, the operator also is required to depress ball 5a, and declutch both of clutches C and D. This interrupts the torque of the drive so that whatever rolling inertias there may he, cannot bind the teeth of slider 25 or jam them against disengagement.

The operation of the construction of Figure 15 is simple, and adds to the facility of control by the driver, because of the accelerator pedal overruling device incorporated in the system. The gearlever interlock described in connection with Figures 10, 11 and 14 is used with the construction of Figure 15, without interference between the mechanisms, since switch 5 is in parallel with circuit contacts 42-43 operated by the governor; as shown in Figure 14.

The Figure 15 construction permits the operator to downshift by depressing the accelerator pedal II at any time, against the action of the governor G. The utility of this feature has been The feature of pneumatic automatic throttle closing for speeding up the direct drive shift in the present combination is thought to be novel,

' its advantages having been stated above.

gearlever, allowing it to remain in forward even The throttle operating arrangement for restoring normal operator control described in connection with Figures 5 to 7 is believed to constitute a novel sub-combination.

The interlocking unanual controls described with respect to Figures 1, 10 and 11 represent a feature'for easier manipulation of the forward, neutral and reverse selection mechanism, and the associated feature of holding the clutch actuation means in neutral position, such that the disc spring loading device for both clutches C and D is held on center, provides a new facility in cylinder I05, actuating clutch D and releasing thepresent art. The sub-combination feature of the expansionchamber H for obtaining a neu tral dwell during the ratio change interval is likewise believed of particularly useful character, as outlined preceding, and novel in this art.

Theparticular neutral stop mechanism of Figure 12 is of definite utility in releasing the gear drive from the rotating inertias of the engineconnected power system, and the specific construction herein, in connection with the interconnected controls of Figure 14 is felt to provide utility over the prior art of definite nature.

The throttle pedal overtravel mechanism of Figure 15 by which the operator may at any time compel the transmission ratio to be shifted from direct to reduction drive through the torque converter T is an extremely useful contribution in that it enables a vehicle operator to obtain the maximum engine torque with the transmission at a favoring mechanical advantage, so that emergency and heavy load .power requirements are better met. The sub-combination feature of the dash switch S in the above combinations extends the utility of the controls marginally, so that required continuous operation in reduction drive, of a mechanism normally operating automatically to shift toa higher ratio, is easily had, and capable of being used at any time, even when the other controls are being used. It may not be desired to use theovertravel device operated by the accelerator pedal, to compel drive in reduction ratio, for the operator may desire to operate the engine at low speed, therefore the switch S is of more than obvious utility, as a further operator-control means to compel downshift.

The present invention therefore provides an accelerator pedal operated means, and an auxiliary means to compel downshift of ratio from direct to converter drive. Attention is directed also to the ability of the operator to compel neutral at any time by depression of the gearlever extension ball 145a of Figure 10. This not only aids mesh of slider 25, and demeshing thereof, but provides the operator with means for preventing any torque from passing to the vehicle wheels. even when the engine speed is high enough to create a low torque in the converter T.

If in traflic, the vehicle operator finds his engine idling speed high enough for the vehicle to creep, he merely rests his hand on the gearlever ball 50., depressing it against spring I55. This compels both clutches C and D to remain disengaged.

It is not deemed necessary to further describe the operation in connection with Figures 16 and 17, it being obvious from the subject matter herein that the version of the neutral-compelling control is similar to that of Figures l0, l1, and 12, except for structural details, and relative positionings of the parts.

In the case of the Figures 16 and 17 version, it is not necessary for the operatorto hold the gearlever ball down, as in the Figure construction, when "creep" mayotherwise occur. In the modiflcation arrangement, the gear lever 245 need only be rocked to occupy some portion of slot 249 between the forward and neutral stop positions, to cause both clutches C and D to be disengaged.

The subject matter of Fig. 17a is believed adequately described in connection vwith Figs. and 17 without further amplification as to the operation.

Further advantages appear above in the various text sections.

The features expressly provided in this invention include an overall improvement in ease of transition between speed ratios, thru control of torque from one ratio to another during the interval of which the regulatory means tends to limit the torque shift period, accomplished by interlinkage of throttle pedal, throttle, ratio clutch control, governor and manual controls. This system as above explained is expressly adaptable to drive constructions having plural selective input friction clutches which of themselves establish the drive, as distinct from devices "of this general character in which the selected ratio changing elements themselves do not terminate and initiate the torque drive interval, but rely on other drive elements to complete the drive.

It should be understood that various changes in the form, proportion and minor details of construction may be resorted to within the scope of the appended claims, and that the present invention is now limited to the specific designs and arrangements of parts herein shown.

Having thus described the invention and enumerated its advantages, I now claim as new and do desire to secure by Letters Patent the following:

1. In power controls for motor vehicles, an engine, an engine throttle, a variable speed transmission connecting driving and driven shafts which transmission includes alternatively actuatable clutches for establishing direct or reduction drive, a, single member rockable to actuate said clutches, fluid pressure operated servomotor means including a piston effective to actuate said clutches throu h rocking of said member between limiting positions, a valve controlling said servomotor means, a governor driven by, said driven shaft normally operative to cause said valve to shift in accordance with the speed of said driven shaft, an accelerator pedal movable to increase and decrease said throttle opening over a given range of pedal movement, connections between said pedal and controlling said valve efiective when the pedal is moved to a point beyond its full throttle position to dir tiiuid pressure to move said piston to rock said member to shift said clutches for releasing direct and establish- .ing reduction drive in said transmission, while a power shaft and a load shaft coupled by a variable speed transmission which includes means for establishing reverse or forward drive and includes alternatively driving clutches engageable and adapted for being held alternately engaged by a, single disc-spring means, a shifter effective to transfer the loading action of said spring means from one clutch to the other, actuating means for saidshifter normally biased for selective energising of one of said clutches, power means operative upon said actuating means for overcoming the normal bias thereof and effective to shift same and said shifter to an alternate position in which the said one of said clutches is disengaged and the other of said clutches is energised, manual control means for selection of low gear and reverse drive by said transmission, a, device operated by said manual-control means effective to compel the shifting of said actuating,

means and said shifter to a third position in which both said clutches are held disengaged when the said manual control means isjmoved between predetermined positions, and means controlled by the power means and operative to re.- duce the setting of said engine throttle during the shift operation or said power means upon said actuating means. I

3. In vehicle power controls, an engine driving a power shaft, a throttle for said engine, a load shaft, driving means coupling said shafts for direct and reduced speed ratio drive, a fluid-pressure servo system includinga source of fluid pres,- sure, valve means directing the new of said pressure, fluid servomotor means controlled by said valve, means actuated by said fluid servomotor means operative toestablish forward direct drive, or forward reduction drive by said driving means,

and a second fluid pressure motor means operated by the flow .of pressur directed by said valve means and operating said throttle effective to reduce the setting of said throttle when fluid pressure is admitted by said valve to said fluid servomotor means and'eflective to restore the said throttle to normal setting when the said servoating same, a variable speed drive transmission including plural friction clutches adapted to establish the coupling of said power shaft to said load shaft atselected diiferent speed ratios, actuating power means operative to compel selective drive by said clutches, a control system for energising said power means including a governor responsive to the speed of one of said shafts and arranged to exert a force tendin to change the drive toward a higher ratio, said system including a connection operated by said pedal at beyond motor means has completed the action thereof initiated by said valve means.

4. In motor vehicle power controls, a power plant, a throttle therefor, a throttle pedal forsaid throttle, a power shaft and a load shaft, a variable speed ratio transmission coupling said shafts, a transmission shifter member movable to various ratio drive connecting positions, a fluid pres-' sure actuated servomotor means for operating said member, and an auxiliary fluid pressure op-- erated throttle control device connected with and made operative by said servomotor means, said device being thereby capable of retarding said engine throttle against the action of said pedal when said member occupies one of said positions, and further. operative to restore control of said throttle to said pedal when the said member occupies another of said positions.

5. Inautomatic controls for motorvehicles, an engine, an engine throttle, an accelerator pedal controlling said throttle between full and idling full throttle position thereof to set-aside the said action of the governor, and a control means operated by said power means for closing the said throttle when said power means is energised and for reopening said throttle when the power means has established a change of drive ratio by said clutches.

,8. In power controls, an engine driving a motor vehicle through a' power shaft directly connected to the engine, an engine throttle, an engine speed controlpedal therefor, a driven shaft, a variable speed transmission embodying elements arranged to couple said shafts, a governor driven by said driven shaft, selectively engageable clutches effective to transmit the drive of said power shaft to throttle positions, a power shaft and a load shaft,

a variable speed ratio transmission mechanism coupling said shafts including direct and reduction drive means, power means adapted to actuate and couple the said drive means, a control system operative upon said power means comprising a governor driven byone vof said-shafts tending to change ratio toward direct drive, connecting means between said system and said thereof for setting aside theratio changing effect lili pedal actuable at beyond full throttle position said transmission elements for driving said driven shaft at different speed ratios, actuating means arranged to establish selective operation of said clutches, control means acting upon said actuating means and subject to both the speed effect of said governor and to the positioning of said pedal'for selective drive actuation of said clutches, a hand control lever operative to select initial drive by one of said clutches when, starting the vehicle from rest, connections linking the movement of said lever with said control means such that for given movement of the lever, the positioning action of said pedal and the speed effect of said governor on said control means are both rendered ineifective durin a predetermined range of movement of said lever, and a connecting controlbetween said throttle and said control means to interrupt the control of said pedal over the said throttle during a period of transition of drive from one clutch to another.

of said governor, and a control operated by the said power means effective to close and then open the said engine throttle when said power means actuates said drive means. I

6, In motor vehicle controls, an engine, an engine throttle, an acacelerator pedal operating said throttle, a load shaft, a variable speed transmission coupling said shaft with said engine, an actuating member for said transmission adapted to directly change the driving ratiothereof, fluid pressure motor means arranged to operate said member, fluid pressure directing valve means controlling said motor means, apparatus adapted to retard the setting of said throttle regardless of the position of said pedal and effective to restore the normal setting thereof, a ratio selecting control for said valve means, and a fluid pressure '9. In power controls 'for motor vehicles, an engine, an engine throttle, an accelerator pedal controlling said throttle between full and idling throttle positions, a power shaft and a load shaft, 9, variable speed ratio transmission mechanism coupling said shafts including reverse, direct and reduction drivemeans, said mechanism includin drive establishing clutches, power means adapted .to actuate selectively the said clutches of said drive means, manual shift connections for setting forward or reverse drive by said mechanism, a controlv system operative upon said power means for selective actuation of said clutches, this system including a governor driven by said load shaft tending to change clutch actuation and thereby change ratio toward direct drive with increase of load shaft speed, connecting means between said system and said pedal actuable at beyond full throttle position ,of said pedal to inhibit ratio changing action of said governor upon said clutch-actuating power means, a reac ve control for said throttle operable concur ently with the said powermeans to close and then open the said engine throttle when said power means is made effective to actuate the change of drive by said clutches, and a connection operated by positional movement of said manual shift connections effective to interrupt the action of said power means during movement toward forward or reverse drive setting of said manual shift connections.

10. In automatic power controls for motor vehicles, an engine, a throttle control for said engine, an accelerator pedal for said throttle control, a power shaft and a load shaft, 9. variable speed transmission having a plurality of friction clutches adapted to couple said shafts at direct, reduction and reverse speed ratios, a control device for said transmission embodying a manual lever for setting initial low or reverse gear drive thereby, power operated automatically controlled clutch-actuator mechanism for establishing selected forward speed drive by said clutches; an automatic control for said mechanism comprising a governor driven by said load shaft arranged to select the ratios determined by said power operated clutch actuator mechanism and a connection between said automatic control and said pedal by which said pedal is effective to set aside the action of the governor when placed in a given position; a separate connection between said mechanism and said lever of said control device operative to energise said power operated mechanism when said lever is moved from a' neutral toward a ratio-establishing position, and a reactive throttle controlling made concurrently effective by the power operation of said mechansim to reduce and restore the setting of said throttle during a change of clutch actuation determined by said automatic control and said I pedal connection.

11. In power controls for motor vehicles, an engine, a throttle control for said engine, an accelerator pedal controlling said throttle, a power shaft and a, load shaft, a variable speed transmission including forward and reverse driving elements and friction clutchesfor effective coupling of said shafts for drive, at direct and reduction speed ratios, drive control connections for said transmission embodying a manual lever for setting initial drive thereby in forward or reverse, power-operated mechanism for actuating said clutches adapted to be automatically controlled to establish selective forward speed drive by said clutches, a control device connected to said mechanism including a governor driven by said load shaft and including a connection from said pedal effective to inhibit the action of said governor when the pedal is placed in a given position, said device providing automatic control of said mechanism, a separate connection between said device and said manual lever operative to provide a temporary power energisation of saidmechanism when said lever is moved toward a drive-setting position, a neutral stop device made effective by said lever motion for preventing drive actuation by said mechanism, and a reactive control for said throttle including a member moved concurrently with the power-operated mechanism effective to set aside and restore the normal control of the throttle by the said pedal when the lever is moved toward a ratio setting position and being made inoperative when the shift motion of said lever has been completed.

12. In motor vehicle controls, an engine, an engine throttle, an engine accelerator pedal for controlling the engine throttle, a power shaft and a load shaft, a variable speed transmission adapted to couple said-shafts at selected drive ratios and having drive-transmitting elements arranged to be made effective by a ratio shifter member and a'master control lever, a servomotor means for actuating said shifter member, a valve-operated solenoid, a valve adapted to distribute fiuid pressure for causing said servomotor means to actuate said member, a governor operating a switch adapted to energise and de-energise said solenoid in accordance with speed changes of one of said shafts, a switch adapted to energise and de-energise said solenoid in accordance with movement of said accelerator pedal, a switch adapted to control the action of said solenoid in accordance with movement of said lever, and connecting control means between said engine throttle and said member effective to reduce and to increase the setting of said throttle during the interval when said member is actuated by said servomotor means.

13. In power controls for motor vehicles equipped with engines and power transmissions a load shaft, a variable speed transmission adapted to couple said shafts, a governor driven by one of said shafts, a plurality of clutches included in said transmission each when engaged coupling 'separate ratio drive trains while establishing the drive between the shafts, power actuated mechanism operative to establish said clutch coupling selectively, a ratio control device operated by said throttle pedal and said governor to cause said actuating means to select said coupling said device being adapted to select a higher ratio of drive in accordance with higher governor speed and a lower ratio of drive in accordance with advance of said pedal toward higher engine speed positioning of said throttle, a movable manual control operative to select initial drive by one of said clutches when starting from rest. a connecting linkage between said manual control and said device effective to render said latter means ineffective during a predetermined range of motion of said manual control during said initiation of drive by one of said clutches, and a reactive control connection operated by said power actuated mechanism to reduce the setting of said throttle against the action of said pedal and to restore same upon completion of the clutch drive establishing action of said power actuated mechanism. V

14. In power controls for self-propelled vehicles, an engine driving a power shaft, a throttle for said engine, a load shaft, variable ratio drive transmitting means for connecting said shafts and embodying two clutches adapted to provide a direct, a reduced speed, and a reverse ratio drive, a forward and reverse drive selecting control for said drive transmitting means, a fluid pessure servo system including a souce of fluid pressure, a valve directing the flow of said pressure, fluid servomotor means controlled by said valve, a mechanism actuated by said fluid servomotor means and effective at end point positions to establish forward direct drive by one of said clutches, or forward reduction drive by the other 

